Top cylinder and valve lubricator



Dec. 23, 1958 c. w. TRAUGHBER, JR 2,365,362

TOP CYLINDER AND VALVE LUBRICATOR Filed March 16, 1956 INVENTOR. Camus! W. Taiwanese) ATTOQNEYg United States Patent TOP CYLINDER AND VALVE LUBRICATOR Charles W. Traughber, Jr., Sedalia, Mo. Application March 16, 1956, Serial No. 572,011

1 Claim. (Cl. 123- 196) This invention relates to lubricating devices generally, and specifically has reference to a lubricating device for applying a small quantity of top cylinder lubricant to the upper cylinder and valve components of an internal combustion engine automatically, immediately prior to each engine stoppage.

Top cylinder lubricant, used for the purpose of soaking and penetrating carbon deposits to dissolve the same, as well as other deposits forming in the upper cylinder and on the valve components of an engine, is quite expensive, and most usually is administered in a manner that causes considerable waste of the same. One of the practices is to pour a measured quantity of a top cylinder lubricant, such as a pint, down the carburetor of a hot engine while the engine is at fast idle speed, after which the engine is choked .to stoppage as the last one-third of the fluid is added. In this way, it is claimed that the top cylinder lubricant provides a temporary tune-up for carbon removal and sticking valves.

Another practice is to administer top cylinder lubricationcontinuously or intermittently as the engine is operating at all speeds. However, reason has been'found to believe that a considerable amount of this fluid is wasted under this practice, part thereof being burned and a substantial portion being blown out with the exhaust products of combustion, without being utilized for its intended purpose.

Heretofore, it has been proposed to incorporate in the engine means for feeding a small, measured quantity of the top cylinder lubricant to the engine components mentioned above, as for example through directing the liquid, or a mixture of air and liquid, to the throat of the carburetor. However, so far as is known in no instance has it been suggested thatthe lubricant be administered at a specific time, such as immediately prior toengine stoppage.

The desirability of administering the liquid immediately prior to engine stoppage may be readily appreciated, when it is realized that administering of the liquid under these circumstances provides for maximum economy thereof, and maximum utilization of the portion of the liquid administered.

Thus, by atomizing a small quantity of a detergent type penetrating oil into the throat of the carburetor each time the engine is shut down, a small quantity of upper cylinder lubricant will be drawn into the carburetor during a period of approximately one second while the engine is idling and just prior to engine stoppage. This will lubricate and penetrate the upper portions of the valves and valve guides, thus helping to prevent sticking valves and carbon formations. Further, part of the lubricant will move into the compression chamber where it will penetrate the top portion of the cylinder, piston, and rings. This helps to keep the piston rings free of carbon and other substances affecting efiicient operation thereof adversely. Further, there will remain a small quantity of lubricating oil in thecylinder, thus helping to prevent ice dry cylinder wall starting when the engine is started once again.

Still further, by administering the lubricant only when the engine is shutting down, there is provided maximum efficient usage of the relatively expensive lubricating fluid. For example, in city driving where an engine is more susceptible to carbon formation, a greater amount of detergent oil is administered by reason of the invention, while for country driving, that is, driving during long trips, there is little usage of the detergent oil due to the fact that there are comparatively few engine shut downs. Still further, by administering the lubricating fluid only at idling speeds there is a minimum opportunity for it to be burned and blown out of the engine with the exhaust products of combustion.

The main object of the present invention is to provide a device which will have the desirable characteristics noted above.

A more specific object is to provide a device of the type referred to which will be relatively compact, can be installed in association with vehicle engines with minimum modification or redesign of said engines, will include electrically actuated means for effecting the injection of the fluid into the throat of the carburetor, with said means being mounted in a compact housing upon the lubricant container, and will be capable of manufacture at low cost, considering the benefits to be obtained from the use thereof.

Other objects will appear from the following description, the claim appended thereto, and from the annexed drawing, in which like reference characters designate like parts throughout the several views, and wherein:

The single figure of the drawing shows in section the lubricant container, in association with the electrical components which are illustrated schematically, and in further association with a carburetor and intake manifold, shown fragmentarily and in section.

Designated generally by the reference numeral 10 is a container, preferably in the form of a glass jar, holding the lubricant L which is to be administered to the engine. In this connection, the invention is illustrated somewhat diagrammatically in the drawing, but in a commercial embodiment, it would be preferred to utilize a container that will itself be adapted to support a casing containing the several electrical components of the invention, which components are illustrated schematically in the single figure of the drawing.

In the illustrated example of the invention, the container has a large diameter mouth, externally threaded to receive a complementarily threaded depending flange on the lid 12, said lid having an upwardly projecting filler neck closed by a removable combination vent and fill cap 14.

Extending above the lid 12 is an outlet tube 16, with which communicates the upper end of an elongated, depending lubricant tube 18. This, at the joint thereof with the tube 16, may be beveled for the purpose of improving the action of mixing the lubricant with air drawn into the outlet tube 16 through a depending air tube 22. Tubes 18, 22 are mounted fixedly in the lid 12, and are fixedly connected at their upper ends to the tube 16. The tube 22, as will be noted, is substantially shorter in length than the tube 18, so as to have its inlet end disposed above the level of the lubricant, whereby to permit air to bedrawn into the tube 22 with the air entering the space in the container above the lubricant through the vent of the fill cap 14.

To prevent foreign particles from entering the oil tube, there is provided at the lower end thereof a strainer 20 Regulation of the lubricant-air mixture is achieved through the provision of an enlarged portion 24 on the tube 16, threaded to receive an adjusting screw 26, hay

3 ing a stem 28 terminating at its free end above the air tube 22. By manual adjustment of the screw, the size of the outlet end of the air tube 22 can be varied in relation to the size of the outlet of the tube 18, thus to correspondingly adjust the air-lubricant mixture. In other words, this provides for an adjustment of the amount of oil drawn from the container in a predetermined period, such as on second.

At its outlet end, the tube 16 is engaged in a bore of a block 30 which is stationarily mounted, the bore being designated at 32 and being intersected by a transverse slot in which is slidable a gate valve 34 having an opening 36 registering with the bore 32 in one position to which the gate valve is shifted, and moving out of register with the bore 32 in an opposite extreme position of the gate valve. I

The gate valve is connected to the core of a solenoid to be described hereinafter, in such a manner that when the solenoid is energized, the gate valve will be shifted to a bore-opening position, with deenergization of the solenoid effecting movement of the gate valve to a bore closing position. It will be understood that various other types of valves can be used, instead of the gate valve, the gate valve being merely illustrative of one type that can be employed advantageously.

In the outlet end of the bore 32 there is engaged one end of an elongated, flexible hose or tube 38, extending to the base 40 of the vehicle carburetor, said base being in communication with the intake manifold 42.

Normally, the base 40 is connected directly to an upwardly projecting boss of the intake manifold. However, in accordance with the invention, the connecting bolts are removed, and the carburetor is lifted to provide a space between the carburetor base and the intake neck of the intake manifold, said space being designated at 44 and receiving a spacer disc 46. The tube 38 can be formed of copper material, and extends into the spacer, diametrically of the spacer. In other words, the spacer has diametrically opposite openings, receiving the tube, the tube extending diametrically across the open center of the spacer, with said open center being in registration with the communicating conduits of the carburetor and intake manifold.

The portion of the tube extending across the open center of the spacer 46 is formed with a longitudinal series of downwardly opening apertures or ports 48, through which the air-lubricant mixture is forced during operation of the invention, into the intake manifold for passage to the upper cylinders.

The carburetor has been designated at 50, and is of conventional construction.

Considering the electrical components of the invention, at 52 there is designated the vehicle battery, one post of which is connected to ground 54. From the other post of the battery there extends a lead 56 connected to a lead 58 in which is provided the ignition switch 60 of the vehicle. Lead 58 is connected to a lead 62, connected to one of the low voltage terminals of the ignition coil 64 of the vehicle. Extending from the ignition coil are the usual leads 66 and 67 to the distributor.

At 68 there has been designated a lead extending from the lead 56. Lead 68 extends to one terminal or contact of a switch 70 of the vacuum or suction type. This switch 70 includes a casing 71, and a bridge element 72. The switch 70 further includes a diaphragm housing 74 in which is provided a diaphragm 76 connected to the bridge element 72, so that on flexure of the diaphragm to a predetermined extent in one direction, the element 72 will bridge the contacts of the switch. Flexure of the diaphragm is effected by suction created in a line 78 extending to the intake manifold of the vehicle.

The vacuum switch 70 is arranged to be closed when the engine is at idling speed and at a slightly lower speed differential. By reason of the fact that the switch 70 is closed only when suction exists, it will be conture to the carburetor.

tinuously opened when the engine is not running. Further, the switch 70 will be open when the vacuum is reduced as for example, when there is an acceleration of the motor.

Connected to the other terminal of the switch 70 is a lead 80, connected to a lead 82 extending to one terminal of a solenoid 84 having therein a coil 86. A lead 88 is connected to the opposite terminal of the solenoid.

The solenoid, when energized, shifts the gate valve 34 to a position permitting passage of the air-lubricant mix- At other times, when the solenoid is deenergized, the gate valve is in closed position.

Lead 88 extends to one end of the winding 90 of a thermostatic, normally closed, time delay switch 92. From the other end of the heating element 90 there extends a lead 94 connected to lead 80 and extending to a single pole, single throw relay 96. This includes a primary coil 100, and a lead 98 extends from connected leads 94, 80 to one end of the coil 100. From the other end of coil 100 extends a lead 102 engageable by the arm 104 of the thermostatic time delay switch 92 when heating coil 90 is not energized. Extending from the other end of arm 104 is a lead 106 connected to leads 58, 62.

A lead 108 extends from connected leads 94, 80, 98 to one end of the secondary coil 110 of the relay 96, and extending from the other end of the coil 110 is a lead 112 connected to a lead 114 and to the lead. 88. Lead 114 extends to one terminal of the arm 118 of the switch 96, said arm being connected to a core 120 extending through the secondary and primary coils. The other terminal of the switch, engaged by the arm 118 in the closed position of the switch, is connected to ground as at 116.

In operation, the vacuum switch 70 will be closed whenever the engine is at idling speed. At all other times, the switch is open.

The relay 96 is connected in parallel with the ignition switch 60, and is energized when the ignition switch is opened, when vacuum switch 70 is closed, and when the thermostatic time delay switch 92 is closed. Current passing through the primary coil 100 of the relay travels to the engine ignition coil 64 thus enabling the engine to continue to operate, due to the fact that there is not sufficient resistance in the primary coil to cause the engine to stop.

The other low voltage terminal of the ignition coil 64 is connected by an electrical conduit 66 to the low voltage input terminal 63 of the distributor 65 of the vehicle. The distributor 65 has the conventional fixed and movable contact points, not shown, and a condenser 65. The fixed contact point of the distributor 65 is grounded and the movable contact point is connected to the low voltage input terminal 63. The shell in one of the high voltage terminals of the coil 64 is grounded and the other high voltage terminal of the coil 64 is connected by conduit 67 to the distributor 65 in the conventional manner. Upon closing of the ignition switch 60 and starting of the engine, the low voltage winding, not shown, of the coil 64 will be alternately energized and de-energized with the opening and closing of the contact points and subsequent loading and unloading of the distributor condenser 65. When the switch 60 is closed, it shunts the circuit of the lead 68, vacuum switch 70, lead 80, lead 98, coil 100, lead 102, arm 104 of the thermostatic time delay switch 92, and lead 106, and no current is permitted to flow to the coil 100. The switch 70 is of the vacuum type and will open when the engine stops or when it runs at a speed greater than idling speed. With the engine at idling speed, the vacuum switch 70 will close and upon opening of the switch 60 the engine will continue to run with the coil 64 alternately energized and de-energized through the circuit, above outlined, beginning with the lead 68 and ending with the lead 106. With the above described current being energized and de-energized by the opening and closing of the distributor points inthe distributor 65 the switch 118 would be pulled to closed position by the coil 100 and released in rapid succession with a non- Wanted vibratory action, if no other provision were made. Therefore, the holding coil 110 is provided, and has one end grounded through the switch 118, and the coil 1111 is energized when the switches 60, 70 and 118 are closed. The switch 118 is actuated to closed position upon the initial energization of the coil 100.

With respect to the thermostatic switch 92, this is held normally closed until the relay switch 118 closes. This relay switch furnishes a path to ground for the heating element of the thermostatic switch. After a delay of approximately one second, the thermostatic switch opens. When this occurs, the engine will stop running as there is no further source for ignition current. When the engine has stopped, the suction switch 70 will open, breaking the entire circuit and deenergizing the com plete system.

Considering the cycle of operation further, this may be summarized as follows:

With the ignition switch closed and the engine running the device is out of operation and the vacuum switch 70 is closed. When the ignition switch is open, primary coil 100 is energized, moving switch arm 118 to a contact-bridging position. Holding coil 110 is energized to maintain arm 118 in this position.

When switch arm 118 closes, solenoid 84 will be energized, opening valve 34. The thermostatic time delay relay 92 is also energized at this time.

After a predetermined delay, preferably about one second, the heating element of the thermostatic relay deflects, opening the thermostatic switch. This breaks the circuit through the ignition and the engine stops operating.

The vacuum switch 70 now opens, deenergizing the entire circuit. Switch arm 118 moves to open position, and solenoid S4 is deenergized, shifting valve 34 to a closed position.

It will be observed that by reason of the construction illustrated and described, there is an automatic operation of the device, immediately prior to engine stoppage, with the operation being such as to inject a predetermined, small quantity of air-lubricant mixture into the carburetor, for the desirable purposes hereinbefore discussed in detail. The flow of the air and the lubricant, when valve 34 is in. open position, of course, is caused by the suction within the intake manifold, which suction persists until the engine stops in the manner previously described.

It is believed clear that the invention is not neces-.

sarily confined to the specific use or uses thereof described above, since it may be utilized for any purpose to which it may be suited. Nor is the invention to be necessarily limited to the specific construction illustrated and described, since such construction is only intended to be illustrative of the principles of operation and the means presently devised to carry out said principles, it being considered that the invention oomprehends any minor changes in construction thatmay be permitted Within the scope of the appended claim.

What is claimed is:

In a system for injecting a top cylinder lubricant into the intake manifold of an internal combustion engine including an ignition system, a container for said lubricant; a connection communicating between said container and intake manifold for effecting a How of a quantity of said lubricant into the intake manifold responsive to the existence of a vacuum in said manifold, said connection having an air inlet whereby to interrnix with the lubricant a quantity of air for formation of an air-lubricant mixture to beinjected into the intake manifold; a normally closed valve controlling flow of said mixture through said connection; and means for opening said valve in response to the existence of vacuum in the intake manifold, said means including a solenoid associated with said valve and adapted when energized to shift the valve to open position, a source of current, a vehicle ignition coil, a vehicle ignition switch electrically connected to said source and to said ignition coil, a normally open vacuum switch electrically connected to said solenoid and to said ignition switch and adapted to close responsive to the existence of said vacuum condition, said vacuum switch being connected in communication with the intake manifold, said means further including a thermostatic time delay relay electrically connected with the solenoid, ignition switch, and with the vacuum switch, saidtiine delay relay being adapted for breaking circuit to the engine ignition system when energized, said vacuum switch opening following engine stoppage to deenergize said systems including the solenoid.

References Cited in the file of this patent UNITED STATES PATENTS 1,948,034 Handy Feb. 20, 1934 2,042,191 Rolen May 26, 1936 2,048,175 Bloomberg July 21, 1936 2,428,915 Keller Oct. 14, 1947 2,721,545 Harvey Oct. 25, 1955 2,736,307 Wilcox Feb. 28, 1956 

